Amphibious vehicle



1967 A. H. PITCHFORD AMPHIBIOUS VEHICLE 7 Sheets-Sheet 1 Filed Oct. 15,1965 &

Feb. 28, 1967 A. H. PITCHFORD AMPHIBIOUS VEHICLE '7 Sheets-Sheet 2 FiledOct. 13, 1965 ll KNEE IN V EN TOR A RTHUR H P! TC HF 0RD ATTORNE Y 1967A. H. PITCHFORD 3,306,250

7 AMPHIBIOUS VEHICLE Filed Oct. 13, 1965 7 Sheets-Sheet 3 INVEN TOR.ARTHUR H. PIYTCHFORD ATTORNEY Feb. 28, 1967 A. H. PITCHFORD 3,306,250

AMPHIBIOUS VEHICLE Filed Oct. 15, L965 7 Sheets-Sheet 5 LEFT RIGHT 38 801 /8O 92 m: T 92 (94 238 ENGINE? 2 O2 HYDRAULIC.

PUMP I Fig. I2

IN V EN TOR.

ARTHUR H. PITCHFORD ATTORNEY Feb. 28, 1967 A.- H. PITCHFORD 3,306,250

' AMPHIBIOUS VEHICLE Filed Oct. 13, 1965 '2 Sheets-Sheet 6 wall/[I1111/1 IN V EN TOR.

ARTHUR H. PITCHFORD ATTORNEY Feb. 28, 1967 A. H. PITCHFORD AMPHIBIOUSVEHICLE 7 Sheets-Sheet 7 Filed Oct. 13, 1965 F ig. 2| INVENTOR.

ARTHUR H. PITCHFORD ATTORNEY United States Patent Ofilice 3,306,250AMPHIBIOUS VEHICLE Arthur H. Pitchford, 5881 Lorene Drive, Bethel Park,Pa. 15102 Filed Oct. 13, 1965, Ser. No. 495,432 7 Claims. (Cl. 11s 1)This invention relates to amphibious vehicles, and more particularly toimproved means for steerably moving amphibious vehicles through water,out of the water onto land, overland and over snow.

This application is a continuation-in-part of my copending applicationSerial No. 462,979, filed June 10, 1965.

As is known, there are numerous types of amphibious vehicles to be foundin the prior art which are adapted to transport personnel and/ or cargoover land and water. Most of these vehicles may be driven overrelatively level land or through the water. However, greatest difficultyis encountered by these vehicles when they attempt to move between waterand firm ground.

For example, some bodies of water have a silt-like layer deposited onthe bottom which extends almost to the shoreline. There is a zoneadjacent to the shoreline of these bodies of water in which thesilt-like layer comes close to the surface of the water. This zone isaptly termed the twilight zone since almost all prior art amphibiousvehicles have bogged down in this zone and were unable to move out ontothe land under their own power.

Prior art amphibious vehicles have numerous other disadvantages, some orall of which render them unsuitable as a general purpose vehicle. Forexample, most of these vehicles cannot be driven over the crest of arelatively steep hill, either in an upward or a downward direction. Thisis due, for the most part, to their instability. Furthermore, most ofthese vehicles cannot be driven over relatively low obstacles, such as,low walls, fallen logs and the like, and must be driven around theseobstacles.

It should be evident, then, that the prior art amphibious vehicles maybe classified into two groups. First, those vehicles which are bestsuited for travel over relatively level land; and, second, thosevehicles which are best suited for travel through water. Heretofore,however, no vehicle has been available which is able to travel equallyas well in water, over any type of terrain, and between water and land.

There are numerous types of terrain which a good amphibious vehicle musttraverse. For example, a natural bog area is a type consisting of wetmucky subsoil covered with a thin and relatively hard top layer of grassand roots. Another type of area is known as rough terrain consisting ofhard grass covered soil of varying slopes. Still another type is knownas natural mud pits consisting of extremely wet clay (muddy) withlittle.

or no vegetation. Still another type is known as a marsh or Swamplandarea which is extremely wet and has a plant cover which does not giveany significant support to the passing vehicle. Another type comprisesSO-60 slopes of hard ground with numerous shallow ruts and with novegetation. Finally, the area described above and known as the twilightzone. Heretofore, no single vehicle has been available which could bedriven through water, between water and land, over all of theabove-described types of terrain and over obstacles.

Accordingly, as an overall object, the present invention seeks toprovide an amphibious vehicle adapted to transport personnel and/orcargo, which vehicle travels equally as well over land and water.

Another object of the invention is to provide an amphibious vehicleadapted to transport personnel and/or cargo, which vehicle may easily bedriven through the above-defined twilight zone.

Still another object of the invention is to provide an 3,306,250Patented Feb. 28, 1967 amphibious vehicle which is of relatively simpleconstruction but which is exceedingly maneuverable either on land orwater and in the region between land and water.

Another object of the invention is to provide an amphibious vehiclecapable of traversing all of the abovedescribed types of terrain as wellas obstacles.

A further object of this invention is to provide improved drive meansfor moving an amphibious vehicle over water, between the water and land,and overland.

Still another object of the invention is to provide improved drive meansfor moving an amphibious vehicle which also serves to stabilize thevehicle during movement over the crests of relatively steep hills.

A further object of the invention is to provide a vehicle capable ofmoving through snow and which is capable of compacting and smoothingsnow especially for use as ski runs, passable roadways and the like.

In accordance with the present invention, an amphibious vehicle isprovided which is capable of transporting personnel and/or cargo throughwater and over various terrain. The amphibious vehicle comprises awatertight body provided with first tractionmeans adapted to move thevehicle overland; second traction means at the forward end of thevehicle adapted to aid in moving the vehicle out of the water, up steepbanks and over rough terrain; and propelling means at the rear of thevehicle adapted to propel the vehicle through water and to aid in movingthe vehicle out of the water and over the land.

The second traction means is mounted at the forward end of the vehiclefor movement toward and away from the ground ahead of the vehicle. Motormeans is provided for displacing the second traction means intoengagement with the ground ahead of the vehicle and for maintaining thesecond traction means engaged therewith substantially regardless of thecontour of the ground ahead of the vehicle. That is to say, the attitudeof the second traction means relative to the vehicle changes as thecontour of the land ahead of the vehicle changes.

The propelling means is pivotally connected to the body and may bepositioned in a first position wherein the propelling means moves thevehicle through water and in a second position wherein the propellingmeans is engaged with the ground or the bottom of a body of water to aidin moving the vehicle. Motor means is provided for positioning thepropelling means at the desired position. Suitable drive means isprovided for driving the first and second traction means as well as thepropelling means at substantially the same speed.

In another embodiment of the invention, a hollow, sealed roller memberis rotatably supported at the rear of the vehicle and adapted to firmlycompact snow when the vehicle is used for that purpose. The forwardlymounted second traction means is inclined so that as the vehicle movesthrough a bank of snow, the second trac tion means compacts the snowsubstantially to the level of the first traction means. Thereafter, therear mounted roller member further compacts and smooths the snow,thereby providing, for example, a ski run, a passable roadway or thelike.

The above and other objects and advantages of the present invention willbecome apparent from the following detailed description by reference tothe accompanying drawings, in which:

FIGURE 1 is an isometric view of the present amphibious vehicle;

FIG. 2 is a side view of the present amphibious vehicle;

FIG. 3 is a front view of the present amphibious vehicle;

FIG. 4 is a vehicle;

plan view of the present amphibious FIG. 5 is a bottom view of thepresent amphibious vehicle;

FIG. 6 is a cross-sectional view taken along the line VIVI of FIG. 4;

FIG. 7 is a cross-sectional view taken along the line VIIVII of FIG. 5;

FIG. 8 is a view substantially illustrating a drive arrangement for thefirst and second traction means and the propelling means;

FIG. 9 is a cross-sectional view taken along the line IX-IX of FIG. 2;

FIG. 10 is a cross-sectional view taken along the line X-X of FIG. 3;

FIG. 11 is a plan view of a control console;

FIG. 12 is a view schematically illustrating a drive and controlarrangement for the present amphibious vehicle;

FIGS. 13A and 13B are views illustrating the manner in which the presentamphibious vehicle crosses the aforesaid twilight zone;

FIG. 14 is a view illustrating the present amphibious vehicle climbing arelatively steep hill, preparatory to moving over the crest of the hill;

FIG. 15 is a view illustrating the present ampibious vehicle,preparatory to moving over a crest and down a relatively steep hill;

FIGS. 16A-l6C are views schematically illustrating the manner in whichthe present amphibious vehicle moves over a low obstacle;

FIG. 17 is a fragmentary plan view of the rear of the vehicle of FIG. 4,illustrating an alternative embodiment of a propelling means;

FIG. 18 is a cross-sectional view taken along the line XVIII-XVIII ofFIG. 17;

FIG. 19 is a fragmentary plan view, similar to FIG. 17, illustrating afurther alternative embodiment of the invention;

FIG. 20 is a cross-sectional view taken along the line XXXX of FIG. 19;and

FIG. 21 is a view illustrating the manner in which the present vehiclecompacts snow.

AMPHIBIOUS VEHICLE-GENERAL DESCRIPTION Reference is now directed toFIGS. 1 and 2, wherein there is illustrated an amphibious vehicleindicated generally by the numeral 20. The vehicle 20 comprises a body22 having side walls 24, front wall 26, rear wall 28 and a bottom wall30. The body 22 is, of course, watertight and has its interior dividedinto an aft motor compartment 32, a central cargo or personnelcompartment 34 and a forward drivers compartment 36.

First traction means 38 is mounted on the body 22 beneath the bottomwall and is adapted to support and drive the vehicle 20 overland. Thefirst traction means 38, as will be described, also provides forsteering of the amphibious vehicle 20 when moving overland.

At the forward end of the vehicle 20 there is provided second tractionmeans 40 which is pivotally supported on the body 22 for movementbetween an upwardly inclined position indicated in full lines in FIGS. 1and 2 and a downwardly inclined position illustrated in dotted outlinein FIG. 2. Motor means 42 (only one visible) is provided on each side ofthe body 22. The motor means 42 are connected to the second tractionmeans 40 and serve, when actuated, to continuously urge the secondtraction means into driving engagement with the land ahead of thevehicle 20. The overall arrangement is such that the attitude of thesecond traction means 40 relative to, for example, the first tractionmeans 38, changes as changes occur in the contour of the land ahead ofthe vehicle. Therefore, when the second traction means 40 is in use,some part thereof is always engaged with the ground ahead of thevehicle.

At the rear of the vehicle 20, there is provided propelling means 44mounted on the body 22 for pivotal movement between an elevated positionshown in full lines in FIGS. 1 and 2 and a downwardly inclined extremeposition illustrated in dotted outline in FIG. 2. As will be described,the propelling means 44, when in the elevated position, serves to propelthe vehicle 20 through water. The propelling means 44 also may be moveddownwardly into engagement with the ground to the rear of the vehicle 20wherein the propelling means serves to move the vehicle 20. Motor means46, one on each side of the body 22, serve to position the propellingmeans 44.

At the top of the front wall 26 there is rigidly supported a winch 48provided with a grappling hook 50. The winch 48 and the grappling book50 may be used to pull the vehicle 20 in the event that the vehicle 20cannot be moved by the combined effort of the first and second tractionmeans 38, 40 and the propelling means 44.

It is to be noted that the cargo or personnel compartment is located atthe center of the body 22 and adjacent to the first traction means 38.This arrangement increases the stability of the vehicle 20.

FIRST TRACTION MEANS 38 The first traction means 38 will now bedescribed with reference to FIGS. 2, 5, 6 and 7. The first tractionmeans 38 comprises a pair of flexible, endless ground engaging members52R, 52L each of which preferably comprises a reinforced rubber belt 54having a plurality of cleats 56 secured along the opposite sides thereofat uniformly spaced points therealong. The rubber belt 54 and the cleats56 provide a large area of ground contact and therefore offer excellentflotation and stability characteristics to the vhicle 20. As can best beseen in FIG. 7, a stilfening plate 58 is interposed between the cleats56 and the rubber belt 54. The stiffening plate 58 extends transverselyof the rubber belt 54 and provides additional reinforcement therefor.

Each of the rubber belts 54 is supported for movement by a plurality ofspaced pairs of wheels 60. As can best be seen in FIG. 7, each of thesespaced pairs of wheels 60 is mounted on the tubular member 62 having aflanged bushing 64 inserted into each of its ends. A shaft 66 extendsthrough all of the flanged bushings 64 and supports the tubular members62 and hence the wheels 60 for rotation about its longitudinal axis. Aspacer member 68 is interposed between the two tubular members 62carried by the common shaft 66. It is to be noted that the tubularmembers 62, the flanged bushings 64 and the shaft 66 cooperate to definean annular space 70 which is filled with a suitable lubricant by way ofa conventional grease fitting (not shown). The lubricant prevents water,sand, grit and the like from entering between the shaft 66 and bushing64.

FIG. 7 is a cross-sectional view through the rearmost set of the wheels60 which, as will be described, includes means for driving the rubberbelts 54. The remaining sets of the wheels 60 are supported for rotationin exactly the same manner as the rearmost set of the wheels 60.However, as can be seen in FIGS. 2 and 5, the outermost flanged bushings64 are engaged with the inner face of a skirt or extension 72 of theside walls 24. The shafts 66 project through the skirt 72 and aresecured in position, for example, by means of cotter pins.

It should be evident, then, that each of the rubber belts 54 aresupported to be driven independently of one another. Referring again toFIGS. 6 and 7, each of the rubber belts 54 is driven by means of a pairof spaced drive wheels 74 which are secured to the tubular member 62 andwhich are provided with a plurality of equiangularly spaced drive lugs76. A plurality of uniformly spaced lug engaging members 78 arepositioned on the inner surface of the rubber belts 54 and are securedto the stiffening plate 58. The overall arrangement is such that each ofthe drive lugs 76 is received in the space between adjacent ones of thelug engaging members 78 as illustrated in FIG. 6.

Each pair of drive wheels 74 is forcibly rotated by means of a drivechain 80 extending around a sprocket 82 secured to the tubular member 62and a second sprocket 84 spaced therefrom. The second sprocket 84 is, inturn, driven by a second drive chain 86 extending around sprockets 88and 90, as best shown in FIG. 7. The sprocket 88 resides within ahousing 92 extending through the bottom wall 30 of the body 22. Thesprocket 90 is carried on a shaft 94 extending through a bearing block96 secured to the bottom wall 30. Hence, each of the rubber belts 54 isindividually driven by means of the chains 80 and 86.

As can be seen in FIG. 7, each of the shafts 94 is provided with ahydraulically actuated brake 98 and extends to and is driven by apowered differential 100. The hydraulically actuated brakes 98 areindividually operable whereby either one of the endless ground engagingmembers 52R or 52L may be slowed or stopped so as to turn the vehicle tothe right or to the left. As will be described, the powered differential100 is driven by means of a transmission and a motor which is preferablyof the internal combustion type.

The lug engaging members 78 also serve as a means for maintaining therubber belt 54 centered with respect to the pair of wheels 60. This isaccomplished by providing each of the wheels 60 with beveled edges whichengage sloped faces provided on the outboard end of each of the lugengaging members 78. The lug engaging members 78, as can be seen in FIG.2, are so spaced that at least one of the members 78 is engaged with oneof each of the wheels 60. Hence, the rubber belts 54 are guided alongtheir entire length during their movement over the wheels 60.

SECOND TRACTION MEANS 40 The second traction means 48 will now bedescribed with rference to FIGS. 1, 2, 3, 5 and 9. The second tractionmeans 40 comprises a pair of flexible, endless ground engaging members102R and 102L whose construction is similar to the construction of theflexible, endless ground engaging members 52R and 52L of the firsttraction means 38. That is to say, each of the flexible, endless groundengaging members 102R, 102L comprises a reinforced rubber belt 104 towhich is secured a plurality of uniformly spaced stiffening members 106.Projecting outwardly of and secured to each of the stiffening plates 106is a cleat 108 and a spike 110. As can be seen in FIGS. 1 and 3, thecleats 108 and spike 110 are alternated- It is to be noted at this timethat the cleats 108 and spikes 110 are longer than the cleats 56. Thatis to say, the cleats 108 and the spikes 110 project outwardly in thebelt 104 by a greater distance than the cleats 56. However, it is to benoted that the overall width of the endless ground engaging members102R, 102L is the same as the overall width of the endless groundengaging members 52R, 52L of the first traction means 38. Therefore,when the second traction means 48 is positioned in alignment with thefirst traction means, 38, as illustrated in FIG. 2, the lowermost edgesof the cleats 56, the cleats 108 and the point of the spikes 119 allreside in substantially the same horizontal plane.

Referring now in particular to FIGS. 1, 2 and 9, each of the rubberbelts 184 is supported on pairs of spaced wheels 112 for independentrunning. As in the case of the wheels 60 of the first traction means 38,the wheels 112 are supported on tubular members 113 which, in turn, arejournaled to axles or shafts 114 (FIGS. 1 and 2) which extend throughsupport blocks 116. Each of the support blocks 116 is supported on aframe 118, best shown in FIGS. 1 and 2, comprising a plurality oflongitudinally extending members 120 and transversely extend ing members122. The lower end of the frame 118 is pivotally mounted on forwardextensions 124 of the skirt 72, by having the shaft 114 of the lowermostset of wheels 112 extend through the forward extensions 124 and beingsecured thereto.

The flexible, endless ground engaging members 102R, 102L of the secondtraction means 40 are driven in exactly the same manner as the flexible,endless ground engaging members 52R, 52L of the first traction means.Referring now to FIGS. 2, 8 and 9, it will be seen that the lowermostset of the wheels 112 of the second traction means 40 is provided withdrive wheels 126 having a plurality of equiangularly spaced drive lugs128. Each of the drive lugs 128 is received in the space betweenadjacent ones of lug engaging members 130 for forcibly rotating theendless ground engaging members 102R, 102L.

As can be seen in FIG. 8, the forwardmost set of the wheels 60 of thefirst traction means 38 is provided with drive wheels 74 having aplurality of equiangularly spaced drive lugs 76'. The lugs 76' arereceived in the space between the lug engaging members 78 (FIG. 2)provided on the rubber belts 54 of the first traction means 38. Thefirst traction means 38 is employed to drive the second traction means40 by means of sprockets 132, 134 which are connected by a drive chain136. The sprockets 132 and 134 are rigidly connected to the tubularmembers supporting the drive wheels 74' and 126 respectively. It is tobe noted that a set of the sprockets 132, 134 and one of the drivechains 136 is provided on either side of the body 22. Therefore, each ofthe endless ground engaging members 52R, 52L of the first traction means38 is employed to drive the endless ground engaging members 102R, 102L,respectively, of the second traction means 40. Therefore, the endlessground engaging members 52R, 102R are driven independently of theendless ground engaging members 52L, 102L. Inasmuch as the pitchdiameters of the sprockets 132 and 134 are identical, the first tractionmeans 38 and the second traction means 40 will be driven at the samespeed. Furthermore, the pivot axis of the second traction means 40 iscoincident with the rotational axis of the sprocket 134. Therefore, thesecond traction means 40 may be pivoted into any desired positionwithout affecting the drive chain 136.

Referring now to FIGS. 1 to S, inclusive, it will be seen that each ofthe motor means 42 are pivotally connected, as at 138, to the side wall24 of the body 22. Each of the motor means 42 include a piston shaft 140whose extreme end is pivotally connected, as at 141, to the frame 118supporting the second traction means 40. The motor means 42 comprises aconventional telescoping, hydraulically actuated cylinder. Therefore,the motor means 42 may be placed in the compact position shown in FIG. 2wherein the second traction means 40 is positioned adjacent to the frontwall 26; and may be extended so as to position the second traction means40 in the downwardly inclined position illustrated in dotted outline inFIG. 2.

PROPELLING MEANS 44 As can be seen in FIGS. 1, 4 and 5, the propellingmeans 44 comprises a pair of stern wheels 140R, 140L each of which isrotatably supported on a common shaft 142 for independent rotation, aswill be described. The common shaft 142 extends between and is securedto the upper ends of a pair of arms 144 whose lower ends are pivotallysupported on the shaft 66 associated with the rearmost set of wheels 60as shown in FIG. 7. The pair of arms 144 are also connected together bymeans of a tie member 146. An intermediate tie member 148 extendsbetween the tie member 146 and the common shaft 142. Hence, the arms 144move as a unit about the longitudinal axis of the shaft 66.

As can best be seen in FIGS. 1 and 10, each of the stern wheels 104R,140L is provided with a central tubular member 150 which is journaled tothe common shaft 142 by means of flanged bushings (not visible), as inthe case of the tubular member 62 and shaft 66 illustrated in FIG. 7.Therefore, an annular space 152 (FIG. 10) is provided between thebushings, the tubular member 150 and the common shaft 142 which servesas a reservoir for a lubricant. Secured to and extending radially of thetubular member 150 are opposed pairs of fluid displacing elements 154which are preferably and mutually perpendicular. Reinforcing hoops 156are provided at each end of the fluid displacing elements 154.Projecting radially outwardly of the reinforcing hoops 156 are spikes153 which are aligned with the fluid displacing elements 154 and spikes160 which extend through the hoops 156 and are secured to the tubularmember 150.

As will become apparent later in the specification, the stern wheels140R, 14lL have three functions. First, the fluid displacing elements154 serve as means for propelling the vehicle 28 through a fluid, suchas water, in which the vehicle 26 is floating; second, the stern wheels140R, 14tlL are employed to turn the vehicle 20 in the fluid in which itis floating by stopping one of the stern wheels while the othercontinues to rotate; and, third, the stern wheels 140R, 140L may bepivoted downwardly into engagement with the ground to assist in movingthe vehicle 20. In this respect, it should be evident that the spikes158, 160 will penetrate into the ground thereby serving as tractiveelements for moving vehicle 20 either in a forward or a backwarddirection.

Each of the stern wheels 148R, 140L is provided with its individualdrive. As can best be seen in FIGS. 1, 2, 7 and 8, each of the sternwheels 146R, 140L is driven by a drive chain 162 traveling aroundsprockets 164, 166. The sprocket 164 is secured to the tubular member150 of the stern wheels 140R, 1401s, while the sprocket 166 is securedto the tubular member 62 (FIG. 7) associated with the rearmost set ofwheels 60. Hence, each of the endless ground engaging members 52 of thefirst traction means 38 drives one of the stern wheels 140R, 140L. It isto be noted that the size of the sprockets 164, 166 is such that the rimspeed of the stern wheels 140R, 140L will be substantially the same asthe linear velocity of the cleats 56 associated with the first tractionmeans 38.

The arms 144 are pivoted about the shaft 66 by means of the motor means46. As can best be seen in FIGS. 1 and 2, the motor means 46 has itsupper end pivotally connected, as at 168 to the side wall 24 of the body22. The motor means 46 preferably comprises a hydraulically operatedcylinder having a piston shaft 170 whose extreme end is pivotallyconnected, as at 172, to the arm 144. If desired, the motor means 46 maycomprise a conventional telescoping hydraulically operated cylinder asin the case of the motor means 42. As will be described, the motor means46 maybe actuated to position the stern wheels 140R, 140L at theelevated position illustrated in full lines in FIG. 2, at the downwardlyinclined position illustrated in dotted outlines in FIG. 2, and at anydesired position intermediate of these two extreme positions.

DRIVE AND OPERATING CONTROLS As can be seen in FIGS. 1 and 4, thedrivers compartment 36 is provided with a pair of seats 174 betweenwhich is provided a console 176. The console 176, illustrated on anenlarged scale in FIG. 11, has the various control elements for omratingvehicle 20. Projecting upwardly from the upper face of the console 176is an operating lever 178 for the winch 48; an operating lever 180 forthe second traction means 40; an operating lever 182 for the propellingmeans 44; operating levers 184, 186 for the endless ground engagingmembers 52 of the first traction means 38; a throttle lever 188 and aclutch lever 190. Also positioned on the console 176 is an ignition lock192. The console 176, there-fore, incorporates into one convenientlocation all of the necessary control levers for operating the vehicle20. The vehicle 20 may, of course, be operated from either of the seats174.

Reference is now directed to FIG. 12, wherein the drive and associatedcontrol elements for the vehicle 20 are schematically illustrated. Theaft motor compartment 32 is indicated herein by the heavy dash-dotoutline. Those elements residing within the motor compartment 32 areshown within this heavy dash-dot outline.

The vehicle 20 is preferably powered by an internal combustion engineschematically illustrated at 194. A fuel tank 196 supplies fuel to theengine 194 Whose rate of delivery is controlled by the throttle 188. Theengine 194 has a drive shaft 198 serving to drive a hydraulic pump 208by a belt and pulley drive 282, and serving to drive a transmission 294by a second belt and pulley drive 206 operating on a shaft 208 of thetransmission 204.

The clutch lever 199 operates a clutch device 211 which is commonlyknown as a dead mans clutch. The clutch device 210 serves to tighten thebelts associated with the second belt and pulley 206 thereby connectingthe engine 194 in torque transmitting relation with the transmission204. The transmission 204 includes an output shaft 212 which is coupledto the powered differential 101) by means of a drive chain 214. Asexplained above, the shafts 94 extending from the powered differentialserve to drive the right and left ground engaging members 52R, 52L bymeans of the drive chains 86 and 81). The hydraulically operated brakes98 serve to slow down or stop either or both of the endless groundengaging members 52R, 52L.

The hydraulic pump 200 supplies fluid under pressure to the motor means42, 46 and to the winch 48. Connected to the output of this hydraulicpump 2% is a main supply conduit 216 serving to supply fluid underpressure to a control valve 218 associated with the winch 48; a controlvalve 220 associated With the second traction means 40, a control valve222 associated with the propelling means 44 and control valves 224 and226 controlling the operation of the brakes 98. The control valves 218,220 and 222 have two operating positions wherein fluid is supplied tothe various control elements and a neutral position wherein no fluidflows through the valves. The valves 218, 220 and 222 are illustratedherein in their neutral position.

The control valve 218 serves to operate a reversible hydraulic motor 228associated with the winch 48. Extending between the valve 218 and thehydraulic motor 228 are conduits 230 and 232. Extending from theopposite side of the valve 218 is a conduit 234 which comprises a returnline for conveying hydraulic fluid to a sump 236. A conduit 238 extendsbetween the sump 236 and the input of the hydraulic pump 200.

The valve 218 may be positioned by the operating lever 178 in a firstposition wherein fluid under pressure is communicated from the supplyconduit 216 to the conduit 232 for operating the hydraulic motor 228 ina manner such that the grappling hook 50 is reeled in. The valve 218 mayalso be positioned by the operating lever 178 in a manner such thatoperating fluid under pressure is communicated from the conduit 216 tothe conduit 230, in which case the hydraulic motor 228 is operated in amanner such that the grappling hook 50 may be placed at a distance fromthe vehicle 20.

The control valve 220 serves to operate both of the motor means 42simultaneously. A conduit 240 extends from the control valve 220 and isconnected to one end of the motor means 42. A second conduit 242 extendsfrom the valve 220 and is connected to the opposite ends of the motormeans 42. A third conduit 244 extends from the opposite ends of thevalve 222 to the fluid return line 234. The valve 220 may be positionedby means of the operating lever 180, so that fluid under pressure isconveyed from the supply conduit 216 to the conduit 240 causing themotor means 42 to pivot the second traction means 40 downwardly intoengagement with the ground ahead of the vehicle 20. By placing theoperating lever in a neutral position, as illustrated, the secondtraction means 40 may be stopped at any position intermediate those twoextreme positions illustrated in FIG. 2. Conversely, when the tractionmeans 40 is to be elevated, the operating lever 180 positions thecontrol valve 220 such that operating fluid is conveyed from the supplycon-duit 216 to the conduit 242, in which case, the motor means 42retract their piston shafts so as to elevate 9 the second traction means40 toward the front Wall 26 of the vehicle 20-.

The control valve 222 serves to actuate both of the motor means 46simultaneously. A conduit 244 extends from the control valve 222 intoone end of the motor means 46. A conduit 246 extends from the controlvalve 222 to the opposite end of the motor means 46. A third conduit 248extends from the opposite side of the control valve 222 to the returnline 234. The control valve 222 may be positioned by means of theoperating lever 182 so that fluid is conveyed from the supply conduit216 into the conduit 244 causing the motor means 46 to pivot thepropelling means 44 downwardly toward the ground to the rear of thevehicle 20. Conversely, the control valve 222 may be positioned by meansof the operating lever 182 so that fluid is communicated from the supplyconduit 216 into the conduit 246, in which case, the motor means 46retract their piston shafts thereby causing the propelling means 44 tobe moved upwardly away from the ground to the rear of the vehicle 20OPERATION OF AMPHIBIOUS VEHICLE 20 In FIGS. 13A, 13B, 14, 15, 16A and168, there are illustrated certain situations wherein amphibiousvehicles of the prior art have encountered greatest difiiculty inmaneuvering.

In FIGS. 13A and 13B there is illustrated a body of water 250, such as alake, having a bottom 252 covered with a silt-like material 254,extending close to a shoreline 256 of the body of water 250. Normally,there is a peripheral zone, whose width is indicated by the brokendimension line 258, in which the upper surface of the silt-like material254 is relatively close to the upper surface of the body of water 250'.This zone comprises the aforementioned twilight zone. Prior artamphibious vehicles have found this twilight zone impassible.

In FIG. 13A, the present amphibious vehicle 20 is shown floating in thebody of water 250. The vehicle 20 has its lower portion penetrating thesilt-like material 254. The propelling means 44, if disposed in theelevated position illustrated in FIG. 2, would find it impossible topropel the vehicle 20 through the body of water 250 and the silt-likematerial 254. However, the operator of the vehicle 20 energizes themotor means 46 causing the propelling means 44 to be lowered downthrough the silt-like material 254 until the hoops 156 engage the bottom252 of the body of water 250. It should be evident that as thepropelling means 44 rotates, the spikes 158, 160 will penetrate thebottom 252 and literally push the vehicle 20 through the body of water250 and the silt-like material 254.

When, as illustrated in FIG. 13B, the vehicle 20 has moved sufficientlyclose to the shoreline 256, the motor means 42 may be actuated todisplace the second traction means 40 downwardly into engagement withthe bottom 252, at which time, the second traction means 40 cooperateswith the propelling means 44 in moving the vehicle 20 through the bodyof water 250 and the silt-like material 254. As the vehicle continues tomove, the second traction means 40 will grip the bank 258 causing thevehicle 20 to move upwardly out of the body of water 250 and thesilt-like material 254. It should be evident that the longer cleats 108and spikes 110 provided on the second traction means 40 serve asextremely eflicient tractive elements which grip the ground ahead of thevehicle 20' causing it to move thereover, Furthermore, the motor means42 may be operated to maintain the second traction means 40 continuouslyengaged with the ground ahead of the vehicle 20 whereby as the contourof the bank 258 changes, the attitude of the second traction means 40relative to the vehicle 20 also will change.

In the event the propelling means 44 does not provide sufiicient powerto move the vehicle 20 through the body of water 250 and the silt-likematerial 254, the second traction means 40 may be lowered downwardlythrough the body of water 250 and the silt-like material into engagementwith the bottom 252, as illustrated in dotted outline in FIG. 13A. Inthis position, the combined elfort of the propelling means 44 and thesecond traction means 40 will be sufiicient to move the vehicle 20 outof the body of water 250.

Although not specifically illustrated, it should be evident that if thevehicle 20 is to enter the body of water 250, the propelling means 44and the second traction means 40 may, in the manner described above, beemployed to move the vehicle 20 through the body of water 250 and thesilt-like material 254. When the vehicle 20 is beyond the twilight zone,that is when the bottom of the vehicle 20 clears the upper surface ofthe silt-like material 254, the propelling means 44 may be elevated intothe position wherein the fluid displacing elements will propel thevehicle 20 through the body of water 250.

Referring now to FIG. 14, the vehicle 20 is shown climbing a relativelysteep hill 260 and is approaching the crest 262 of the hill 260. As canbe seen, the second traction means 40 has been lowered into engagementwith the relatively level surface 264 beyond the crest 262. As thevehicle 20 continues to move up the hill 260, the second traction means40' bites into the level surface 264 literally pulling the vehicle 29 upover the crest 262. If found necessary, the propelling means 44 may belowered into engagement with the hillside 260 as shown in dottedoutline. With the propelling means 44 engaged with hill 260 at the rearof the vehicle 20 and the second traction means 49 in grippingengagement with the level surface 264 ahead of the vehicle 20, it shouldbe evident that as the vehicle 20 rides over the crest 262, it will besupported at three spaced points defined by contact between the firsttraction means 38 and the crest 252, contact between the second tractionmeans 40 and the level surface 244, and finally, contact between thepropelling means 44 and the hillside 260. This three-point contactgreatly increases the stability of the vehicle 20 as it rises over thecrest 262 of the hill 250. Since the second traction means 40 and thepropelling means 44 are individually displaceable into contact with theground, the stability of the vehicle 20 may be main tained by elevatingthe second traction means 46 and lowering the propelling means 44 as thevehicle 20 moves over the crest 262.

Reference is now directed to FIG. 15 wherein the vehicle 20 is shown atthe crest 262 preparatory to moving down the hillside 260. In thisinstance, the second traction means 46 is lowered into contact with thehillside 250 While the propelling means 44 is lowered into engagernentwith the level surface 264. It should be evident that as the vehicle 20moves over the crest 262 down the hillside 260, the three-point contactmay be maintained thereby considerably increasing the stability of thevehicle 20 as it moves over the crest 262. When the vehicle 20 isentirely on the hillside 260, the second traction means 40 and thepropelling means 44 may be elevated whereby the vehicle 20 is supportedby and moved solely by the first traction means 38. It should beevident, however, that the second traction means 40 may be held engagedwith the hillside 260 thereby preventing the vehicle 20 from topplingforward.

As stated above, the present amphibious vehicle 20 is capable of passingover obstacles rather than having to be driven around the obstacles.Referring now to FIG. 16A, the vehicle 20 is shown moving over a landarea 266 with an obstacle 268 in its path. To pass over the obstacle268, the vehicle 20 is moved close to the obstacle 268 whereupon thesecond traction means 40 is lowered into engagement with the obstacle268. The second traction means 40 is lowered further until it issubstantially parallel with the first traction means 33. As shown inFIG. 16B, the forward portion of the vehicle 20 has been raised abovethe land 266 while the aft portion of the vehicle 29 rests on the aftportion of the first traction means 38. As illustrated in FIG. 16C, thepropelling means 44 is then lowered into engagement with the land 266.The propelling means 44 is lowered further to raise the aft portion ofthe vehicle 20 and until the first and second traction means 38, 40 arehorizontal. Thereafter, the vehicle 20 is driven forward over theobstacle 268 until the front of the vehicle 20 tilts downward intoengagement with the land 266 on the other side of the obstacle 268.Thereafter, the propelling means 44 is elevated in order to clear theobstacle 268. The vehicle 20 may now be driven forward, thereby passingover the obstacle 268 rather than going around it.

An alternative embodiment of the rear propelling means is illustrated inFIGS. 17 and 18. In this embodiment, hollow, sealed roller members 270are secured to the tubular members 150 for rotation therewith about thecommon shaft 142 and by means of the drive chains 162. The rollermembers 270 include a plurality of radially projecting plate members 272which are positioned to displace water in a paddle-like manner andthereby steerably propel the vehicle 20 through water. The outer edgesof the plate members 272 are serrated, as at 274, whereby the platemembers 272 are capable of penetrating ground surfaces behind thevehicle, as for example, when the vehicle 20 is moving over land or whenthe vehicle 20 is being propelled through water as shown in FIGS. 13Aand 13B.

The sealed roller members 270, being hollow and of a relatively largediameter, will, when placed in water, displace a certain amount of thewater. Consequently, the sealed roller members 270 add to the overallbuoyancy of the vehicle 20.

A further alternative embodiment of the vehicle 20 is illustrated inFIGS. 19 to 21, inclusive. As should be evident, the first and secondtraction means 38, 40 are extremely efficient drive members, beingcapable of moving the vehicle 20 over the various terrain as describedabove, as well as moving the vehicle 20 through or over snow.Consequently, the vehicle 20 may be used not only as a means oftransportation during the winter months, but also as a means forcompacting relatively deep snow for the purpose of providing passableroadways, ski runs and the like.

Accordingly, in FIGS. 19 and 20 there is illustrated a modification ofthe vehicle 20 which comprises supporting a roller member 276 on thetubular \member 150 for rotation about the shaft 142. The roller member276 may be freely rotatable on the shaft 142, however, it is preferredthat the roller member be driven by the drive chains 162. The rollermember 276 may comprise a solid member. However, as can best be seen inFIG. 20, the roller member 276 preferably comprises a sealed, hollowroller formed from a cylinder 278 provided with end plates 280 which aresecured to the inner surface of the cylinder 278 and to the tubularmember 150. The end plates 280 each are provided with a valved conduit,schematically illustrated at 282, which serve as means for introducinginto the interior of the roller member 276 a fluid for the purpose ofincreasing its weight. The fluid, of course, would comprise anantifreeze mixture for obvious reasons. The valved conduits 282 alsoserve as a means for draining the fluid from the roller member 276. Ifthe vehicle 20 is to be used solely as a means of transportation duringthe winter months or as a means for compacting snow to provide roadways,the roller member 276 may be provided with a plurality of tractiveelements such as the spikes 284, shown in dotted lines in FIG. 19.

For a better understanding of the manner in which the vehicle 20 is usedto compact relatively deep snow, reference is directed to FIG. 21wherein the vehicle 20 is being driven through relatively deep snow,illustrated schematically at 286. In essence, the snow 286 is initiallycompacted by the second traction means 40 which, as shown, is inclinedrelative to the first traction means 33, at a preselected angledetermined by the depth of the snow 286. The tractive elements of thesecond traction means will, in effect, scoop the snow and convey it downto the level of the first traction means 38. As the vehicle 20 movesforward, the first traction means 38 will, of course, further compactthe snow. If the compacted snow is to be used solely as a roadway, nofurther conditioning of the compacted snow is required. The rollermember 276, provided with spikes (not shown), would serve as anadditional means for moving the vehicle forward.

However, if the compacted snow is to be used as a ski run, it must befurther conditioned or smoothed since the tractive elements of the firsttraction means 38 will leave their impressions in the snow, therebyrendering the compacted snow unsuitable as a ski run. To accomplish asmoothing of the compacted snow, the roller member 276 is lowered, inthe manner described above, and forcibly maintained, by the motor means46, at a level such that its lowermost surface is at least level withand preferably below the lowermost edge of the tractive elements of thefirst traction means 38. Consequently, as the vehicle 20 moves forward,the snow is further compacted and smoothed such that no marks remain.There results, a firmly compacted path, indicated at 238, which has asmooth surface extremely suitable for use as a ski run.

Although the invention has been illustrated in connection with onespecific embodiment, it will be readily apparent to those skilled in theart that various changes in for-m and arrangement of parts may be madeto suit requirements without departing from the spirit and scope of theinvention.

I claim as my invention:

1. In an amphibious vehicle having an elongated body comprising sidewalls, front and rear walls and a bottom wall, the combinationcomprising: traction means mounted beneath said body for steerablymoving said vehicle over ground surfaces; a frame pivotally connected tothe rear of said vehicle; at least one hollow, watertight roller membersupported on said frame for rotation about its longitudinal axis; aplurality of tractive elements secured to and radiating from said rollermember; means operatively connected to said frame for forcibly movingsaid roller member into a vehicle propelling position and formaintaining said roller in said position; and means for driving saidtraction means and for forcibly rotating said sealed roller member.

2. The combination of claim 1 wherein said tractive elements comprisespike-like elements positioned to penetrate the ground surfaces behindthe vehicle and thereby aid in moving the vehicle over ground.

3. The combination of claim 1 wherein said tractive elements compriseplate members adapted to displace water and thereby serving to propelsaid vehicle through water.

4. The combination of claim 3 wherein said plate members include meansfor penetrating ground surfaces behind said vehicle, whereby saidvehicle is propellable through water and over land.

5. In a vehicle having an elongated body comprising side walls, frontand rear walls and a bottom wall, the combination comprising: tractionmeans mounted beneath said body for steerably moving said vehicle overground surfaces; a frame pivotally connected to the rear of saidvehicle; a pair of hollow, sealed roller members rotatably supported onsaid frame for rotation about a common axis; a plurality of tractiveelements secured to and radiating from each of said roller members;means operatively connected to said frame for forcibly moving said pairof roller members into a vehicle propelling position; means for drivingsaid traction means; and means for forcibly rotating each of said rollermembers indi- 13 vidually when said roller members are in said vehiclepropelling position.

6. A vehicle for compacting snow, comprising an elongated body; tractionmeans mounted beneath said body for moving said vehicle through snow;endless track means mounted at the forward end of said body for inclinedmovement toward and away from engagement with a bank of snow ahead ofsaid vehicle; means for positioning said endless track means at apreselected inclination relative to said traction means whereby forwardmotion of said vehicle causes compaction of snow ahead of said vehicle;means for driving said traction means and said endless track means; asealed rolier member rotatably and movably supported at the rear of saidbody; and 15 means for displacing and maintaining said roller member inforced compacting engagement with the snow over which said vehicle hasmoved.

14 7. The vehicle as defined in claim 6 including means for forciblyrotating said roller member.

References Cited by the Examiner UNITED STATES PATENTS 1,276,667 8/1918McDonald 115-1 1,298,366 3/1919 Macfie 1809.52 1,358,575 11/1920 Rimaiho1809.32 1,592,654 7/1926 Bremer 1809.32 2,693,162 11/1954 Posche 11513,166,138 1/1965 Dunn ISO-9.48

FOREIGN PATENTS 541,253 11/1941 Great Britain.

MILTON BUCHLER, Primary Examiner.

ANDREW H. FARRELL, FERGUS S. MIDDLETON,

Examiners.

1. IN AN AMPHIBIOUS VEHICLE HAVING AN ELONGATED BODY COMPRISING SIDEWALLS, FRONT AND REAR WALLS AND A BOTTOM WALL, THE COMBINATIONCOMPRISING: TRACTION MEANS MOUNTED BENEATH SAID BODY FOR STEERABLYMOVING SAID VEHICLE OVER GROUND SURFACES; A FRAME PIVOTALLY CONNECTED TOTHE REAR OF SAID VEHICLE; AT LEAST ONE HOLLOW, WATERTIGHT ROLLER MEMBERSUPPORTED ON SAID FRAME FOR ROTATION ABOUT ITS LONGITUDINAL AXIS; APLURALITY OF TRACTIVE ELEMENTS SECURED TO AND RADIATING FROM SAID ROLLERMEMBER; MEANS OP-